Variable compensation for controlling the supporting strength of vehicle body resilient suspension means



posite direction after the circuit has been closed,

and an electrically controlled automatic valve mechanism under the operative influence of said circuit when closed for causing the supply of air to the combustion chamber, in greater volume than is possible to enter through the carburetor because the area of the automatic valve port is greater than the capacity of the carburetor.

7. The combination with an internal combustion motor having a combustion chamber, a carburetor having a throttle, means whereby to control the throttle to supply an explosive fluid to the combustion chamber when a member or part of said means is moved in one direction, an electrical circuit, a switch in said circuit, said switch including an engaged contact and a movable engaging contact, which movable engaging contact comprises movable arms operatively connected for movement together under the control of said member or part of said means to operate said switch to thereby close said circuit when said member or part is moved in the reverse or opposite direction, one of said arms being subsequently independently movable relative to the other under the control of said member or part of said means in order to permit further movement of said member or part after the circuit has been closed by and because of the engagement of said contacts, an electrically controlled automatic valve mechanism under the operative influence of said circuit for causing the supply of air to the combustion chamber when said circuit is closed, and an air pressure control switch connected in the aforesaid circuit for coaction with the aforesaid switch whereby to open said circuit and thereby cause an automatic closing of said electric valve mechanism when the pressure effect of the air on said air control switch falls to or below a predetermined amount.

8. The combination with an internal combustion motor having a combustion chamber, a carburetor having a throttle, means whereby to control the throttle to supply an explosive mixture to the combustion chamber when said means is moved in one direction, an electrical circuit having a switch which is open when said means has been moved in said one direction, which switch in said circuit includes contacts, one of which contacts comprises movable arms operatively connected for movement together under the control of said means to operate said switch to thereby close said circuit when said means is moved in the opposite direction, one of said arms being independently movable under the control of said means to permit further movement of said means after the circuit has been closed, an electrically controlled automatic valve mechanism under the operative influence of. said circuit when closed for the supply of air to the combustion chamber when the circuit is closed, and an air pressure controlled switch device connected in the aforesaid circuit for coaction by the aforesaid switch whereby to control the periods when said circuit can become or can stay closed and thus control the operation of said automatic electric valve mechanism.

9. The combination with an internal combustion motor for motor vehicles having a combustion chamber, a carburetor having a throttle, means whereby to control the throttle to supply an explosive to the combustion chamber when said means is moved in one direction, an electrical circuit comprising a switch which is open when said means has been moved in said one direction, which switch in said circuit includes an engaged contact and an engaging contact, the latter of which contacts comprises an operated arm and an operating arm, which arms are operatively connected for movement together under the control of said means to operate said switch to thereby cause said contacts to engage each other and thereby close said circuit, the operating arm being subsequently independently movable in respect to the operated arm and under the control of said means to permit further movement of said means after the circuit has been closed, an electrically controlled automatic valve mechanism in said circuit for the supply of air to the combustion chamber, an air pressure controlled switch device connected in the circuit for coaction with the aforesaid switch whereby to control said automatic electric valve mechanism and including a casing, a diaphragm carried by the casing and arranged to function to control the switch according to air pressure conditions against the diaphragm, and means carried by the casing for controlling the degree of actuation of the diaphragm and thereby the functioning of the diaphragm in accordance with the degree of locomotion of the vehicle.

10. The combination with an internal combustion motor having a combustion chamber provided with an intake manifold and having a carburetor communicating with the intake manifold and provided with a throttle and an accelerator for actuating the throttle to control the supply of a combustible mixture from the carburetor tothe combustion chamber through the intake manifold for power producing purposes, of an automatic operating valve including a casing having communication with the intake manifold at a point between the combustion chamher and the carburetor and an automatic valve member normally closing such communication said automatic valve member including a seat against which said valve member is normally seated, said valve member having a depending member providing a passage therein leading into the communication space between said valve member and the combustion chamber, a supplemental valve normally closing the passage in said depending member, and means for moving said valve member off said seat and simultaneously moving said supplemental valve therewith and off said depending member so as to establish communication through and past the automatic valve to the combustion chamber to permit the direct air supply to the latter in a manner to lessen the engine suction eifect on the carburetor and thereby cause the exclusion of. the supply of combustible mixture to the combustion chamber from the carburetor while the air is being supplied to the combustion chamber and regardless of the position of the carburetor throttle.

11. The combination with an internal combustion engine having a combustion chamber provided with an intake manifold, a carburetor having a throttle and an accelerator, a rod connectv.2 8e M e h s 2 Oct. 22, 1935. G. H. TABER VARIABLE COMPENSATION FOR CONTROLLING THE SUPPORTING STRENGTH OF VEHICLE BODY RESILIENT SUSPENSION MEANS Filed April 12, 1934' |NVENTOR or I 6' ill" 6m 00 an H S. m" an i -Jion R: L I v mm 8 00 s mm ATTORNEY Patented Oct. 22, 1935 UNITE STATES PATENT OFFICE VARIABLE COMPENSATION FOR CONTROL- LING THE SUPPORTING STRENGTH VEHICLE BODY RESILIENT SUSPENSION MEANS George H. Taber, Binghamton, N. Y.

Application April 12, 1934, Serial No. 720,304

23 Claims.

the resilient supporting means or springs which support the vehicle body, if made weak enough to permit one passenger to ride comfortably, then, when more passengers enter the vehicle to be carried thereby, the extra weight thereof causes the resilient supporting means or springs to be compressed beyond the desired limit, and as a result, the body frame, to the discomfort of the passengers, is continually striking parts of the running gear of the vehicle. The weak springs, to the discomfort of the passengers, also permit undue side sway of the body as on suddenly steering the vehicle to the right or left from a straight course.

Heretofore, where the vehicle body has been resiliently supported on its running gear by springs of ample supporting strength for a fully loaded vehicle body, then, when only one passenger or a minimum load has been carried, the passenger or the light load, suffer the undesirable results of supporting springs that are far too strong for such a load. Strong springs for the resilient support of the vehicle body, therefore render greater resistance to the side sway of the vehicle body when making the aforesaid sudden turns to the right or left from a straight course.

By means of the present invention, it is possible to retain the advantage of the strong spring to support maximum loads and to resist side sway of the vehicle body, and coincident, to increase the range of the resilient supporting action of the vehicle springs through the instrumentality of a cam mechanism having contour surfaces which are operable in conjunction with other means, whereby a portion of said cam contours will resiliently support the vehicle body, with various degrees of supporting strength and adjustable to the weight of the varying loads, such supporting action being provided as, when, and

after the spacing between the vehicle body frame and the running gear becomes so great that the vehicle springs do not render sufficient support to prevent sudden descent of the vehicle body as a result of the sudden maximum spacing between the body frame and the running gear.

The two-cam mechanism, in the present instance, is placed so that its controlling effects will act upon and between the body frame and the running gear at related locations which are situated near the middle of a running gear axle member having a wheel near each end thereof.

By virtue of this arrangement, the strong vehicle springs resist side sway, whereas the mechanism controls against the normal variations in the strength of the vehicle springs so as to permit the running gear to move toward or from the body frame by the aid of the two-cam mechanism which prevents the occurrence of undesired changes in the supporting power or strength of the resilient supporting means, common to the ordinary vehicle spring action as it functions as a vehicle body resilient supporting means.

Due to the location of this two-cam controlling means being located so that its controlling efiects will be active on the middle of the running gear axle member, an anti-side sway means is provided, which is under the control of the operator and which is normally set to be non-effective against side sway but which is so arranged as to resist side sway when the supporting action of the device is supporting the vehicle body Irame at a mid or central point.

By virtue of the present invention there is provided a riding condition that is even or uniform to the passengers or loads, and which would be an impossibility were it not for its provision to adjust the strength of the vehicle springs, to permit desired space between the body frame and the running gear and thereby obtain the practical and comfortable riding condition.

It is, therefore, one object of the present invention to provide a cam device having two different contours for vehicle spring controlling purposes, one contour being for the proper control of the vehicle springs when the body frame is carrying a full load, the other cam contour being for the proper control of the vehicle suspension springs when there is a minimum load carried on the body frame and thereby permit the desired space between the body frame and the running gear.

Another object of the present invention is to provide a two-cam device for controlling against the normal variations in the strength of the resilient support of vehicle springs and to supply additional resilient support between the vehicle body frame and the running gear, as, when, and after the vehicle spring gradually ceases to render such support, due to a maximum of space between the bodyframe and the running gear, this extra range of resilient support being of various strengths to properly accommodate relative various weights of loads.

Another object of the present invention resides in the provision of an energy storing means, a two contoured cam device, and a compensating means associated with the energy storing means and the cam device and operable so as to regulate the spacing between the body frame and the running gear with the compensating means adjustable to control the supporting strength of the vehicle springs so that the strength thereof will be correct for loads carried by the body frame that are less than the maximum load and more than the minimum load, the resilient support provided for the body frame beyond the limit of the vehicle springs being of a strength relative to the possible intermediate weights of supported loads.

Another object of the invention is to provide means under the control of the operator to resist side sway when the vehicle body frame is resiliently supported by the present device at a central point of the body frame, above the point where the body is supported by the vehicle springs, and which side sway controlling means is normally inoperative orinactive.

Another object of the invention is to provide means under the control of the operator which is operable to shift'the effective contact of the controlling force from one cam contour to the other cam contour or to various locations intermediate to said effective contacts whereby the mechanism is adjustable to various loads carried by the body frame,-the said controlling means being operable by the power of the propelling means or by manual effort.

A still further object of the present invention is to permit the wheeled running gear to move toward or from the vehicle body by assisting said movement in either direction through the instrumentality of stored energy and acam'mechanism as the means for creating said assistance to the running gear vertical movements toward or from the vehicle body.

With'these and other objects in view, the invention consists in the construction and novel combination and arrangement of parts hereinafter fully described, illustrated in the accompanying drawings, and set forth in the claims hereto'appended, it being understood that various changes in the form, proportion, and minor details of construction, within the scope of the claims, may be resorted to without departing from the spirit of the invention or sacrificing any of the advantages thereof.

In the drawings: Figure 1 illustrates a fragmentary portion of a power propelled vehicle in plan view, the load carrying body having been removed in order 'to illustrate the manner and arrangement or attachment of the invention to common parts of the vehicle.

- Fig. 2 is aside elevation partly in section, illustrating the difference in contour of the two devices for the proper control of loads.

I Fig. '8 illustrates a reversal of the cam arrangement of Fig. 2, the cam devices being shown located directly 'on'the axle of the'vehicle instead of being fastened to a frame partas in Fig. 2.

Fig. 4 is a rear fragmentary view partly in ele- V vation and partly in section.

Fig. 5 illustrates an electrical control device, diagrammatically and in fragmentary section.

and which is one embodiment of the invention whereby to control against the side sway of the vehicle body on turns or highly crowned roads as when. the vehicle springs have lost their supporting effect due to extra :space between the frame and the'running gear.

Fig. 6 is a, transverse sectional view through the body of the frame, parts being removed, the view being solely for the purpose of illustrating in a fragmentary manner the means for preventing side sway of the vehicle body and which is shown as taken on the line 6--6 of Fig. 5.

Fig. 7 illustrates partly in elevation and partly in section one particular means for swingingly or hingedly mounting the cam devices to the body frame.

Fig. 8 is a transverse sectional view on the line 8--8 of Fig. 1, illustrating the carrier link which supports the load compensation runway.

Fig. 9 is a sectional view on the line 9-9 of Fig. 1 illustrating partly in elevation and partly in section one type of hydraulic device or means adapted to operate the load compensating means so that the force of the storing energy means may be applied in desired degrees to either cam or to both cams.

Referring now more particularly to the accompanying drawings, there is illustrated a cam mechanism which includes two spaced cam devices l and 2. Thecam device I has an irregular cam contour designed to correspond to the force of the stored energy for controlling purposes and, therefore, it is formed relatively to the weight carried, the strength of the vehicle spring indicated at 9 and the desired speed of the permitted movements of the vehicle body. This cam is for the control of the vehicle spring when the maximum load is carried.

l he cam 2 has a cam surface contour which differs from the cam surface contour of cam i and it is designed for controlling the strength 2 contour of cam l, renders additional support of greater strength. This is required because of the heavier load. In zone D, the cam 2 does not provide as muchadditional support because the carried weight or load is much less.

The cam devices i and 2 are anchored in hinged relation or to swing. from a frame cross member 3, there being a bolt 4 for each cam. The bolts have threaded engagement with the respective cams i and 2 and the hinge bolts each preferably swing in a tubular member 5 so as to compensate for the emergency arising in the event of the body frame 6 departing from a substantially parallel relation with the axle 1. The swinging or hinging means is illustrated on an enlarged scale and more particularly in detail in Fig. '7. The members 5 in which said bolts 4 operate whereby to hingedly mount the cams are anchored preferably on a cross member 3 of the body frame by means of bolts 8 which pass through aper tures 8' in a plate 8a.

The vehicle body frame 6 is resiliently supported in the usual manner by common types of springs, one of which is indicated at 9. The spring 9 is mounted on the axle housing '5 which housing .the axle Fe is located and which axle carries the'wheel If. The spring is secured at its forward end to the body frame by means of an eye bolt it! or in any other common manner and it is also provided with a common shackle and shackle bolts connection at the other end and in the usual manner; but which is not illustrated and which is believed to be unnecessary for illus- .tration when it is considered that the spring is The spring 9 may be fastened to the axle by means of the spring clips lb and nuts 1c and the plate la. This is another common mounting or connection of the spring 9 intermediate its ends of the axle or the housing thereof.

The character l 5 indicates a supporting arm which is secured in any suitable manner to the axle housing "I and at the outer end of this arm II there is a suitable bearing formed integral therewith for a Working fit with a short transversely located shaft l2. This shaft I2 is journaled at its other end in a bracket bearing support is which is anchored to the axle housing by means of bolts l d or in any other suitable manner. On this shaft I2, as shown particularly in Fig. 4, is a forked member Ma which is tightly keyed to the shaft I 2. A flanged frictionless roller Mb is pivoted at the outer end of the forked arm Ma, by means of a pin Me. This roller is adapted to revolve on said pin I40 as the roller moves over the controlling contour surface of the cam I. The pin I40 may be held in place by a cotter pin in its smaller end, as shown.

An arm I5 at or near the other end of the shaft I2 is tightly keyed to the shaft l2, thus making the arm I5 and the forked arm I 4a move together as if composed of a single part with the shaft I2. Key and key ways at Md and I5a make possible this unitary structure.

A heavy tubular sleeve I5 is mounted on the shaft I2. An arm I! and also a forked arm I8 is carried by this sleeve I6 by means of key ways and keys Eta and I622. The arm fl and the forked arm ii are thereby caused to move as a unitary structure with the sleeve it. A flanged roller I9 is mounted to revolve in the outer end of the forked arm M3 by means of a pin 25! in the same manner as is mounted the aforesaid flanged roller Mb in the forked arm Hid. These forked arms Md and IS may be herein referred to as forked arms or as pairs of. arms.

The arms I5 and "are provided at their outer ends with ball shaped portions l5 and l'l' respectively, which are adapted to have universal joint action in sockets 2i and 22' formed at the rear ends of socket members 2! and 22 adjustably carried by the push rods 23 and it leading forward preferably in parallelism of the body frame. Nuts and 2d are preferably mounted on screw threaded portions 23' and 24' of the rods 23 and 24 in association with the socket members ZI and 22 to tighten the connections between the socket members and the respective rods when adjusted on said screw threaded portions of the rods. This arrangement is shown quite clearly in Fig. 2.

The rods 23 and 24 may or may not be reduced at their forward ends but as shown they are reduced and at their forward reduced ends these rods and 2d are made preferably ball shaped, as indicated at 23c and Ma, respectively. These ball shaped forward ends of the rods 23 and 24 are adapted to fit in correspondingly shaped sockets 2t and 22a at opposite ends of a runway member 25!. This run-way member 29 constitutes part of a compensation. means for the variations in the weight of the carried loads and it supported for movement, fore and aft, so that the controlling force of the stored energy means to be hereinafter referred to, be applied in desirable degrees through the medium of the flanged frictionless rollers Ma and 19 to the aforesaid cams i and 2.

The run-way 29 is supported in any suitable manner but it is preferably pivotally mounted at 38 on a link or lever 3!, the pivotal connection being indicated at 39. This link or lever 3i is preferably of forked formation, as shown particularly in Fig. 8, wherein the forked carrier lever or link 3! is illustrated in detail. This forked link or lever member 3i is preferably swingingly supported on the body frame 6, it being connected As shown there is a plate 36 which coacts with the back of the member 33 as a reinforcement to the frame and to the member 33.

The energy storing means, previously referred to, is indicated generally by the reference character A and this energy storing means A includes a ram rod 39, to the inner end of which a frictionless flanged roller 3'5 is carried in a yoke 38, which is rigidly secured to or formed with the ram rod 39. This metal roller 37! may be termed a power roller and is adapted to revolve on a. pin 46 which is secured against loss by the cotter pin 4 I. This roller 37 is capable of limited movement over the straight edge or surface Etc of the runway member 29 and with which straight edge or surface the roller 37 is in constant engagement for rolling relation therewith.

The energy storing means A is mounted at one end on a cross member '12 secured in any suitable manner to the vehicle body frame 6 and this cross member 42 is formed to act as an abutment for the stored energy means and it may be provided with a ball-socket depression $3 to receive a globular portion M of a metal stamping 44 so that the stamping member may thereby have a swivel action. This metal stamping member 48 is preferably of cup-shape as shown and the globular portion dd thereof extends rearwardly of the same into the socket 43, as shown particularly in Fig. 1.

The metal stamping 4d being cup-shaped, it provides an annular flange lda which acts as a retainer for the forward ends of the outer and inner energy storing springs and 45.

The springs id and d5 of the energy storing means are capable of having stored in them sufficient or potential power which will be able through the medium of the cams to properly control the strength of the vehicle springs or other resilient supporting means in a manner that reduces the vehicle body movement to a minimum coincident to the increased vertical speed and range of the running gear movement. The ram rod or power rod 39 is encircled by the inner and outer energy storing power springs #15 and M, as shown and this ram or power rod 39 is in sliding engagement with the inside of the small or globular part id of the aforesaid stamped member 4%, as indicated at i? and as shown particularly in Fig. 1 wherein the globular part fil is provided with the sleeve extension dla to provide for a substantially slidable bearing connection between the stamped member 24 and the rod 39 and to insure laterally swinging movements of the rod 39 with the springs 5 and 455 or, in other words, to provide for an effective laterally swinging movement in opposite directions of the energy storing means A for a purpose presently understood.

The degree of stored energy desired to be attained in the springs A 5 and 3b of the energy storing means A is governed or regulated by the threaded portion d8 of the rod 39 by means of the two nuts 49 and 49', provided for adjusting and springs 45 and 45 while the cup 55 provides a retainer for the inner ends thereof. The spring retainer 50 also acts as a pressure plate between the nuts 4-8 and 45 and the springs 45 and 55.

The power rod 35 has a threaded portion whereat a sleeve may be slidably mounted over the rod 35. This sleeve is indicated at 35' at the left of Fig.1 and is adapted to abut against the small extended bearing portion of the globular part 45 of the cup 44. The sleeve is held on the power rod 35 by means of a nut 55 operating on the threaded part 5! of the rod 39 whereby to compress the springs 45 and 45 sufficiently to permit easy installation or removal of any of the parts of the energy storing means structure. This nut 55 is of a size small enough to permit it to slide through the ball socket depression of the cross member 52, as for instance, when removal or installation of the energy storing means is desired.

The power roller 3i previously referred to, is

because the force of the stored energy means is applied in halves to each one of the two spring controlling cams and 2. It is obvious that the flanged power roller 3? is limited in its travel over the straight edge of the run-way 29 and the purpose of this restriction of movement is to provide for a sufficient minimum pressure between the flanged rollers i 9 and Mb and the respective cam surfaces of therespective cams so that rattling or disengagement between the camrollers and the respective cams cannot occur from a lack of stfiicient pressure between such parts.

When a full load is carried by the vehicle the power roller 3'! assumes the dotted line position Z. When the load is carried by the vehicle then the flanged power roller 31 occupies the position or location represented by the dotted lines Y.

It is now evident that loads less than the maximum and heavier than the minimum may be correctly compensated for by'the location of the flanged power roller 3! at various points along the straight edge of the run-way 29 to correspond to the load carried, so that the space between the frame and the running gear may be adjusted to the desirable clearance and at the same time permit a preferred riding condition regardless of the load carried. a 7

To provide for the said movements of the power roller 3? to diiierent positions with relation to the run-way 29 it follows that the energy storing means A including its power shaft 35 must have lateral sliding movement in opposite directions and there is provided means for eiiecting these 2 lateral movements of the energy storing means.

to a desired position by stud bolts 55 which are in threaded engagement and locked thereby with the cross head 54. A forked yoke 56 has pivotal connection with the cross head 54 by means of the headed stud bolts 55 which pass through proper size openings in the forked yoke 56.

To shift the energy storing means and par- 5 ticularly the power shaft 39 and the power roller 3] to different locations along the run-way 29 it is necessary to use means capable to provide ample power or force to do so, and therefore, in this instance, a hydraulic actuator may be em- 10 ployed, such as shown particularly in Fig. 9 for such purpose. This hydraulic device is caused to be actuated from the influence of the hydraulic pump which in turn is operated by the energy of the motor of the vehicle or by hand, any com- .ion valved means being employed whereby the pressure of any hydraulic pump will causethe plunger or piston 51 (Fig. 9) to be forcibly moved to either end of its cylinder 58 or to any position midway thereof and thereafter to cause the piston 5'! to remain as where desired by effectively blocking the passages 59 and. 65 of the cylinder coincident to the blocking of the communicating pipes or tubes SI and 62 which may be connected to any suitable common hydraulic pump (not shown). These pipes 6| and 62 are connected to the cylinder 58 as shown, by means of couplings as for instance, as indicated at 63 and 55 in Fig. 1.

The hydraulic actuator is anchored to the frame 5 in any suitable manner. As shown this is accomplished by means of the bolts 65 and 66.

A forked yoke 56 is securely fastened to the piston rod 5?, as at 61' and the piston assembly 5'! is held to the piston rod 61 by means or the screw head 68. This piston assembly may consist of the piston head 51, the disk '51, packing cups 553 and 59', all held operatively together by means of a headed bolt or screw 68.

A yoke 14' projects from the cylinder head 13. 40 This cylinder head has screw, threaded engagement with the cylinder of the hydraulic actuating means and includes spaced arms 14 which project transversely of the vehicle beyond the longitudinally extending power shaft 39, as shown 65 particularly in Figs. 1 and 9. Each arm 14 has a slot 15 therein. Bearings H on the aforesaid headed stud bolts slide as bearings in said slots 15 of the arm 14. These bearings H have flat sides, as shown in Fig. 1, providing greater bearing area than would the stud bolts if the latter acted as the slide bearings. These bearings H are held between the legs or arms of yoke 56 and the heads 12 of the stud bolts 55. The stud bolts 55 extend through the bearings 55 H and through the legs or arms of yoke 56 and into the cross head 54, as illustrated in Fig. 9, and by virtue of the even reciprocating movement of the slide bearings II in the slot 10 of the arms M of the yoke 14', there is a true line 60 reciprocating movement of the piston rod 61, such as to prevent radial movement liable to cause looseness of the common piston rod pack- 7 ing (not shown) confined within the bushing 61?. As previously stated, the hydraulic mechanism 65 may be operated by hand or by a suitable hydraulic pump or it may be operated by the energy of the motor of the vehicle.

Due to the two controlling cams I and 2, be- 7 H the ends ofan axle or substantially midway between oppositely disposed wheels of the vehicle, it is only natural that when the controlling means itself supports the body and the load weight of the vehicle, after the vehicle springs have ceased to do so, because of the abnormal separation of the frame from the running gear, to the extent that the vehicle body is supported only by the resilient support of the controlling means that this controlled supporting action being located as stated, may result in or permit a side sway of the vehicle frame and consequently, a side sway of the vehicle body .(not

shown), due to the central point of resilient support, and therefore, a control for this ill effect may be required or at least'is provided in the present instance, and by a means such as shown in Figs. 5 and 6. A number of different structures may be employed to prevent this side sway, due to the central or mid location of the artificial resilient supporting means. The means illustrated in Figs, 5 and 6 illustrates one means to accomplish the control against side sway and it is incidentally under the control of the operator of the vehicle. In this particular structure illustrated it is possible for the operator to prevent side sway by enclosing an electric circuit at his will, closing the circuit by means of a switch, when the vehicle body tends to sway or tip too much, for instance, when the frame and the running gear have moved the maximum distance from each other.

Referring to Figs. 5 and 6 there will be seen illustrated separated aligning shafts 16 and 76a. The section it of the shaft is formed preferably integral with a female clutch member Tl. This shaft section 16 is journaled in a bearing member l8 secured by means of rivets Ida or otherwise to the body frame member 6.

An arm 19 is securely fastened to the shaft 16 by a key or other means and this arm has a jaw or yoke end provided with a hole for a pin 19a which acts as a pivot for the eyed connecting rod 83. The lower end of the connecting rod 80 is threaded and passes through a spring clip plate 1a forming part of the spring clip fo-rsecuring the spring 9 intermediate its ends. Nuts 80a arranged on opposite sides of the plate 1d and coacting with the washers 8% and rubber like washers 86c properly connect the rod 8E! to the plate ld. Movement between the body frame 6 and the running gear member 1d will cause the shaft 751 to oscillate in the bearing member 18.

On the other side. of the vehicle is another bearing member 580 which is anchored or secured to the body frame 6 by means of rivets 182) or otherwise. A stub shaft 16a is journaled in this bearing 180. An arm 79b is connected to the shaft ltd and depends therefrom and it is cohnected with the running gear member 'le in the same manner as is the arm Bil connected to the member id.

When the running gear or axle departs from parallel relation to the frame, then a degree of circular movement takes place, of a hardened and ground to size member 8| which is keyed to the shaft 16a by means of the key am.

The character 8i indicates a clutch member that may oscillate within the hardened and ground interior of its coacting part l'! which is in the nature of a female clutch member. The female clutch member ll of the clutch and the male member 5 of the clutch are normally disengaged or separated with relation to each other so that circular movement may occur in the directions of the double pointed arrow 82 (Fig. 5) in respect to the no movement arrow 82a (Fig. 5). This normally declutched means to control against side sway or tip is constructed and functions in the following manner:-

Electrical energy being available, and represented by the battery symbol 8-1, has one terminal connected by wire 83a to ground 83. leads to the ignition switch 841). When the ignition switch 841) is open or closed the circuit is controlled accordingly. This hcokup is desirable so that the operator will not forget to open the sway control circuit, which control circuit is indicated by the wire 840 leading from the common ignition coil, timer and distributor of a common ignition system (not shown) to the ignition switch 8%, there being a junction at 84d which makes it possible to completely close the sway control circuit when the operator actuated switch 85 is closed by means of the wires 85a and 552;. Then by means of the shaft sections it and ltd and the respective members 18 and its the sway control circuit, after passing through the magnet winding 83 is completed back to the ground.

86a is .a screw that grounds one end of the magnet winding 36. The character 8% is a terminal for the circuit wire 8%. The reference numeral 81 indicates springs which are associated with clutch rollers 8388 to keep the latter from wedging in the respective tapered recesses 83-88 and to cause these rollers to release their locking action so as to permit movement between the clutch parts H and 8i.

After the ignition switch 8% has been turned on, and the operator switch 85 has been closed, then the magnet core 89 attracts the armature 8M with sufficient force to crowd the rollers 8888 into wedging engagement in said recesses 86'88 between the clutch members ill and 71, thereby locking the shaft section 76 to the shaft section ltd or clutching the same together as will be understood.

A spring of non-magnetic metal 99 is designed to force the armature 83a, to a released position when the magnet winding is deenergized. The non-magnetic metal member 9! is semi-spherical at the outer end and it is designed to spread the rollers 83-88 apart. This spreading member 3| has screw threaded connection with the nonmagnetic rod $3 on which the armature 81a is mounted.

By virtue of the screw threaded connection of 0 the non-magnetic rod 93 adjustments may be made through operation of the nut 92 on the screw threaded outer end of the non-magnetic rod 93. A cover 94 may be employed for the protection of the magnet and its armature and this cover 94 is held or secured to the parts H by means of screws 9595. A side plate cover 96 is fastened to the body l? by the screws Qll.

It may not always be convenient to mount the two cams l and 2 in the manner shown in Figs. 1, 2, and 7 on account of locations of gas tanks or the like, and in such an event, the said cams may be attached to the .axle member while the roller carrying arms are supported by the body frame. Such a hook-up is shown in Fig. 3 and in this instance the force is thereby in the direction of the arrow X. In this alternate arrangement the power storage springs and the load compensation run-way are to correspond in accordance with the descriptive matter as referred to herein in every functonal matter. For instance, without going to any great extent into detail the two cams I and 2' of Fig. 3 are riveted or otherwise secured to the cover of the rear axle housing and the roller arms l8 and Nb which correspond with 76 Wire 84a 5 hicle.

- springs.

the aforesaid roller carrying arms I 8 and Ma. are supported by the body frame 6, as shown in Fig. 3, being swingingly mounted from the point l2 and mounted one on a sleeve and the other on a shaft as in the form and arrangement illustrated in Fig. 4.. It is believed that further detail description of this modification is entirely unnecessary.-

It will be understood that the body of a motor driven vehicle when resiliently supported by springs arranged between the vehicle body frame and the running gear, that the body frame is neither easily raised nor lowered through a persons strength alone, because a person needs the strength or aid of others or something in the way of a mechanical nature to aid in raising or lowering the vehicle body or frame. Therefore, it will be understood that one of the important features of this invention is to provide a power propelled vehicle which provides for super ease of riding and still retain the desired spacing between the body frame and the running gear regardless of load changes or obstacles incident to uneven roadways. Ease of riding is made possible by assisting the movement of the running gear toward the body frame when encountering obstructions and to add resilient support in proportions of strength to the load carried as the running gear is forced away from the body frame on encountering depressions or obstructions in the roadway so as to support the body frame against sudden descent.

To resist the sudden descent of the body frame, the cam contours of the cam devices employed in this instance permits the power of the energy storing means to create a greater range of the desired support, which is effective, after the supporting strength of the vehicle has been reduced to a substantial zero.

When the various parts of my invention are properly adjusted it is then possible for a person of normal strength to raise or lower the end of the vehicle by his own strength for the reason that the structural parts and their arrangement assist the person in such movements of the ve- The present device makes for ease with respect to raising and lowering the end of a body of a vehicle and makes for an easy riding of the vehicle irrespective of the number of passengers or load on the vehicle body. In other words, by means of the cams, and the power applied thereto as controlling means the running gear is given greater movement toward or from the body frame without undue variations in the supporting strength of the vehicle spring or The body weight being far in excess to that of the lighter running gear, causes very near or practically all of the movement to be confined to the running gear, and for this reason, the body movement,in respect to the vertical, is reduced to a desired limit of comfort for the passenger or for the safety of a fragile cargo. This controlling effect for easy riding terminates at a spacing between the body frame and the running gear so as to resist striking between parts of the running gear and parts of the body frame as is indicated in Fig. 2 on the cams as at E. The extra range of resilient support as provided by thisinvention, after the vehicle springs no longer provide such, terminates in the zone as indicated at F on the cams in Fig. 2.

When a full load is on the vehicle body frame, the power roller 31 is moved by its actuator means to the location at Z so as to reduce the controlling pressure on the push rod 23. In this way the controlling force is effective by means of rod 24 to arm 15 on cam l which is contoured for' the desired riding qualities for a full load and provides a correspondingly greater resilient support in ratio to the full load as shown by the dotted line contour at G of cam l in Fig. 2. For a minimum load, the power roller 31 is shifted to the location shown by the dotted roller Y so that the controlling power, will in effect, be active in controlling due to the absence of the load which was correctly controlled by the cam I. It will be noted that the contour of the cam 2 at H has greater horizontal inclination as the means to control the strong vehicle spring in the absence of a load to be supported by the vehicle spring.

It will be observed that the run-way 29 acts as a lever between the cams I and 2 and that the power roller 3! acts as a movable fulcrum and is influenced to act as such by the power of the stored energy of the energy storing means A. It should be readily understood that by 10- cating the power roller 31 to different locations on the compensating means or run-way 29, will effect desired riding conditions regardless of loads that range from maximum to minimum and at the same time being able to permit the operator to regulate the desired spacing between the body frame and the running gear at any time.

By locating this two cam spring and load controlling device at or near the middle of the running gear member, it is possible for the stiffness of the vehicle springsto resist side sway of the vehicle body so long as the springs support the body and load weight. When the vehicle springs are opened up because of extreme separation between the body frame and the running gear, then a. stabilizing means against side sway is afforded and may automatically operate after the operator has conditioned the means to prevent side sway, to prevent uncomfortable tilting or side sway, because of such extreme separation, and due to the ample supporting strength supplied to the vehicle body from the middle of the axle or running gear.

In the use of the present invention it is posnormal side sway, under straight ahead move- I ment or particularly when making turns.

What is claimed is:

1. In a power propelled vehicle, the combination with a body frame, a running gear, a resilient supporting means between the body frame and the running gear to yieldably support the body frame in spaced relation to the running gear, of means operatively connected with the body frame, and the resilient supporting means for controlling against the characteristic variations in the supporting strength of the resilient supportingmeans to control the degree of space between the body frame and the running gear incident to varying loads on the body frame, comprising an energy storing means, a cam mechanism including two spaced cam elements having different cam contours and a roller to ride over each cam contour, a compensating means between the energy storing means and the cam mechanism, operative connections between the energy storing means and the comto varying loads carried by the body frame, and

means for actuating the compensating means: so as to control the same for governing the control of the strength of the resilient supporting means i for the purposes stated.

2. The combination with a load transporting vehicle, including a body frame and a running gear and a spring arranged to resiliently sup-port the body frame on the running gear in varying spaced relation thereto to permit movements between the body frame and the running gear, of means to control against the variations in the strength of said spring incident to variations in the strength thereof due to uneven roadways and also to control the supporting strength of said spring incident to variations in the strength thereof due to varying loads on the frame body, comprising an ener y storing means, two cam devices, each including a cam surface different in contour from the cam contour of the other cam surface, a roller for movable coaction with each cam surface, an interposed compensating means between theenergy storing means and said cam devices, operative connections between the en- 1 ergy storing means and said compensating means,

operative connections between the compensating means and the said rollers and supporting the latter to maintain them in running contact with the respective cam contours to control the degrees of forces from the energy storing means to the rollers of the cam devices, the contour of one of the cam devices being shaped to control the vehicle spring to govern the space between the body frame and the vehicle running gear when a minimum load is carried on the body frame and the cam contour of the other cam device being shaped to control the vehicle spring to govern the space between the body frame and vehicle running gear when a maximum load is carried on the body frame, said compensating means being also operable to control the strength of the vehicle spring for loads between the minimum and maximum capacities of control, and means operable to operate said compensating means to change and control the degrees of forces from the energy storing means to said difierent cam contours through the compensating means and the respective rollers to thereby regulate the space between the body frame and running gear accordance tominimum or maximum loads or loads of weight between the same.

3. The combination with resilient supporting force of a constant or fixed rate and which is subject to variations in strength incident to varying loads in the separated resilient support of two members, one of which is subjected to unavoidable source of movement with relation to the other member and the other member being less affected by the movement of the first mem ber, of means to control against the variations in the strength of said resilient supporting force, comprising an energy storing means, a cam device operatively connected to the energy storing means and having a cam surface contoured to control the degrees of energy from the energy storing means to the cam device, so as to withstand the maximum. load, according to a desired space between said resiliently connected members, another cam device operatively connected to the energy storing device and having a cam surface contoured to control the degrees of energy from the energy storing device to the second cam device for controlling preventing maximum separation of said members by an abnormal strength of said resilient supporting means, means controllable for adjustment of the desired normal space between said two members, and a compensating means interposed between the energy storing means and said cam devices and connected in the aforesaid operative connections between the energy storing means and the respective cams so that by adjustment of said adjusting means to provide for strength in the resilient supporting means such as to permit changes in the spacing relation between said two members according to intermediate load changes.

4. The combination with a power propelled vehicle including a body frame capable of carrying varying loads and a running gear including wheels and a resilient spring interposed between the body frame and the running gear to yieldably support the former on the latter in a desired spaced relation thereto and permit movements between the same incident to highway travel, of means in addition to said resilient spring to control variations in the strength of the latter to provide artificial and more uniform strength of resilient support between the body frame and the running gear, comprising an energy storing means mounted on the vehicle, means for releasing and restoring power from and to the energy storing means including two cams mounted on the vehicle and each having a different shaped cam contour, a roller to travel over each cam contour surface, operative connections between the energy storing means and the camsand supporting the respective rollers with respect to the respective cam surfaces for controlling against the normal variations in the strength of the resilient vehicle spring, one cam surface contour corresponding to the desired supporting strength to remain in the vehicle spring when a full load on the body frame is supported by the vehicle spring relative to a desired space between the body frame and the running gear, the other cam contour corresponding to the desired supporting strength to be constrained in the vehicle spring when a minimum load on the body frame is supported by the vehicle spring relative to .a desired space between the body frame and the running gear, and means to shift the controlling force of the energy storing means for effectively controlling the strength of the vehicle spring to and through either one of the cam rollers or both of said rollers on the respective cam contours so as to desirably space the body frame from the running gear, and means for actuating the shifting means.

5. The combination with a power propelled vehicle including a body frame, a running gear, a resilient supporting means between the body frame and the running gear to yieldably support the former above the latter in spaced relation thereto for movements relative to each other incident to highway travel, of means operatlvely connected to the body frame and the running gear to control the supporting strength of the resilient supporting means and maintain a uniform resilient supporting strength between the body frame and the running gear after the resilient supporting means no longer adequately supports the body load, comprising an energy storing means, a cam mechanism including two cams having dlfiElllt cam contours and a roller to ride over each cam contour, operative connections between the energy storing means and the cam mechanism and supportin said rollers, the cam surface contour of one cam being such as to permit the controlling force of the energy storing means to supply additional resilient supporting strength to the body frame in related proportion to the full load on the body frame, the cam surface contour of the other cam being such as to control the strength of the resilient supporting means and the load on the body frame with relation to minimum loads and the space between the body frame and the running gear, and means for selectively controlling the effective contact of the controlling force from one cam contour to the other cam contour.

6. The combination with a power propelled vehicle including an axle and Wheels, a body, a running gear, a resilient supporting means ,between the body frame and the running gear to yieldably support the former above the latter in predetermined spaced relation thereto, of means between the body frame and its resilient supporting means for controlling the strength of the resilient supporting means so as to maintain normal spacing between the body frame and the running gear, comprising an energy storing means and two cam devices supported substantially midway of the ends of an axle of the vehicle, the cam devices having differently formed cam surfaces and a roller to ride over each cam surface, operative connections between the energy storing means and the cam devices and sup; porting the cam rollers, a shiftable energy transmitting means connected up with said operative connections between the energy storing means and said cam devices and operable to selectively operatively connect the energy storing means with the respective cam devices so as to increase or decrease the effective controlling-force from the energy storing means to the respective cam devices through said operative connections and said rollers to thereby increase or decrease the strength of the resilient supporting means, and means for actuating said shiftable energy transmitting means.

'7. The combination with a vehicle body frame and a running gear therefor and a resilient supporting means therebetween for the yieldable support of the body frame, of an energy storing means supported on the body, cam elements having cam contours of different shapes and hingedly mounted on the body frame and depending therefrom, a flanged roller to ride on each contour surface of each cam element, operative connections between the energy storing means and said rollers and supporting the latter in engagement with the contours of the respective cam elements and held thereagainst by the force of the energy storing means, the flanges of the rollers preventing lateral displacement of the rollers with relation to the cam elements, compensating means connected with said operative connections be tween the energy storing means and the cam rollers operable to selectively change and control the degrees of forces from the energy storing means to said rollers to thereby control the strength of the resilient supporting means, and means for actuating said compensating means.

8. The combination with a vehicle body frame, a running gear therefor and a resilient supporting means for the yieldable support of the frame body on the running gear, of means for control ling variations in the strength of the resilient supporting means according to varying loads and with relation to the space between the frame 5 body and the running gear, comprising an energy storing means, a cam mechanism, operative connections between the energy storing means and the cam mechanism, means to mount the energy storing means for lateral swinging movements, 10 shiftable means arranged in saidoperative connections between the energy storing means and the cam mechanism to permit said lateral movements of the energy storing means, and means for actuating the energy storing means to'effect 15 the lateral movements thereof.

9. The combination with a power propelled vehicle including a body frame and a running gear including wheels and a resilient supporting means between the body frame and the running gear to 20 yieldably support the former on the latter in a desired spaced relation thereto, and permit movements between the same incident to highway travel, of means operatively connected with the body frame and the resilient supporting means 25 for controlling against the characteristic variations in the supporting strength of the resilient supporting means to control the degree of space between the body frame and the running gear incident to varying loads on the body frame, com- 30 prising an energy storing means, a cam mechanism including two spaced cams, having different cam contours and a roller to ride over each cam contour, a rocker shaft, a sleeve movable on said rocker shaft, a pair of arms secured to said rocker 3'5 shaft in alignment with one of said cam elements and supporting the respective roller in cooperative riding engagement with the contour of the respective cam element, a pair of arms fixedly secured to said sleeve and disposed in alignment 4 with the other of said cam devices for the support of the respective roller in riding engagement with the contour of the respective cam element, whereby the movement of one pair of roller supporting arms is independent of the movement of ,5 the other pair of roller supporting arms, the contours of said cam elements being of different form, operative connections between said energy storing means and the rocker shaft and the sleeve on the latter, means arranged within said opera- 50 tive connections for operation to increase or decrease the degree of pressure of a controlling force of the rollers on the cam surface contours of said cam elements from said energy storing means so as to regulate the strength and con- 55 sequent supporting action of the resilient supporting means, and means for actuating the said controlling means selectively with respect to said cam elements having different cam surface contours so as to thereby regulate the force of the 30 energy storing means with respect to said cam elements.

10. The combination with a power propelled vehicle including a body frame, a running gear, including an axle and wheels, and a resilient sup- 5 porting means interposed between the body frame and the running gear to yieldably support the former on the latter in a desired spaced relation thereto and permit movements between the same incident to highway travel or according to vary ing loads, of a load controlling device comprising an energy storing means and a cam mechanism provided with two different cam surface contours, operative connections between said energy storing means and said cam mechanism 16 and the resilient supporting means, the cam mechanism being supported and suspended from the body frame substantially midway of the ends of the axle and spaced therefrom, means arranged within the said operative connections between the energy storing means and said cam mechanism to actuate said operative connections to exert a controlling force between the body frame and the running gear on the resilient supporting means to control the strength of the latter, and means for shifting said controlling means to. selectively operatively connect the energy storing means in effective operative connection with the cam elements of different contours to thereby regulate the degree of control of the strength of the resilient supporting means.

11. The combination with a power propelled vehicle including a body frame, a running gear, a resilient supporting means between the body frame and the running gear to space the same and permit movements between the same, of means operatively connected with the body frame and the running gear and the resilient supporting means to control the strength of the resilient supporting means to thereby govern the degree of space between the body frame and the running gear irrespective of varying loads on the body frame, comprising an energy storing means including a rod mounted for lateral swinging movement, a cam mechanism including two cam elements having different cam surface contours and a roller to ride over each cam surface contour, spaced pairs of separatively mounted swinging arms for the support of said rollers, a pivotally supported member mounted on the body frame and having a run-way extending transversely of the vehicle, spaced rods pivoted at their inner ends to said pivotally mounted mem ber and extending rearwardly of the vehicle from opposite ends of said pivotally mounted member and having operative connection at their rear ends with the said swinging arms, a roller carried by the rod of the energy storing means for running engagement with the run-way of said pivotally mounted member, and means for moving the energy storing means rod laterally and thereby moving the roller of said rod along the run-way ofsaid pivotally mounted member to regulate the degrees of forces from the energy storing means to the cam rollers for the control of the strength of the resilient supporting means irrespective of varying loads on the body frame and to control the degree of spacing between the body frame and the running gear.

12. The combination with a power propelled vehicle including a body frame, a running gear, a resilient supporting means between the body frame and the running gear to yieldably support the latter and permit movements between the body frame and running gear in accordance with varying loads placed on the body frame, of means to increase and decrease the supporting strength of the resilient supporting means, comprising an energy storing means of predetermined power, a cam mechanism including cam elements having irregular and different cam contours and a roller to ride over each cam surface, operative connections between the energy storing means and the rollers of the cam devices to increase or decrease the force of power from the energy storing means to the cam contours through said rollers, the contours of the cam surfaces being shaped in accordance with the movements between the body frame and the running gear, the power of the energy storing means and the loads carried by the body frame.

13. The combination, with a power propelled vehicle including a body frame, a running gear, a

resilient supporting means between the body frame and the running gear to space the same and permit movements between the same, of means operatively connected with the body frame and the running gear and the resilient supporting means to control the strength of the resilient 10 supporting means to thereby govern the degree of space between the body frame and the running gear irrespective of varying loads on the body frame, comprising an energy storing means ineluding a rod mounted for lateral swinging movement, a cam mechanism, including two cam elements having different cam surface contours and a roller to ride over each cam surface contour, spaced separatively mounted swinging arms for the support of the respective cam rollers, a lever-like element constituting a compensating member arranged on the body frame, spaced rods pivoted at their inner ends to the ends of said compensating member and having operative connection at their opposite ends with the said swinging arms, a power roller carried} at the inner end of said rod of the energy storing means for riding engagement with said compensating member, and means for moving said energy storing means rod laterally to move said power roller within certain limits over said compensating member so as to at all times provide a pressure between either of said cam rollers and the respective cam surfaces suflicient under minimum pressure to prevent disengagement of the cam rollers from the respective cam elements and obviate rattle.

14. In a power propelled vehicle, the combination with a body frame, a running gear, a resilient supporting means between the body frame and the running gear to yieldably support the latter and provide for a normal spacing of the body frame from the running gear, of an energy storing means including a compressible spring and 1 rod mounted on the body frame and extending longitudinally of the latter and having lateral movements in opposite directions, a lever-like device swingingly mounted on the body frame and including an element having a straight'surface extending transversely of the body frame, a power roller on the rod of the energy storing means in constant engagement with the straight surface of the lever-like device, two cams suspended from the body frame substantially midway of the sides of the body frame and having different shaped contours, flanged rollers to ride, one over each cam contour, arms swingingly mounted between the body frame and the running gear for the support of the cam rollers, rods operatively 'connected with said lever-like device and arranged in parallel relation and operatively con nected, one with each cam supporting arm whereby the energy storing means maintains the cam rollers in engagement with the cam surface contours of the cams and the cams incident to vertical movement with the body upon separation of the body releasing and restoring power from and to the energy storing means in accordance with the positions of the cam rollers on the irregular contour surfaces of the respective cams, and means for moving the energy storing means laterally in opposite directions to shift said power roller in opposite directions along the straight surface of the lever-like device so as to thereby render operatively effective one or the other of away from the vehicle frame when the vehicle encounters unevenness in the roadway and thereby maintain the vehicle frame substantially motionless with respect to vertical movement, a hydraulic actuator for producing said relative movement of the power roller and the pivotally mounted member, a connection between the hydraulic means and the power producingmeans of the vehicle, and means to make said hydraulic actuator active or inactive as a medium for moving said power roller by utilizing the energy of the propelling means so as to correct or change the strength of the resilient strength of the resilient supporting means.

20. The combination with a vehicle frame and a running gear including a resilient supporting means between the frame and the running gear, of means for controlling the supporting strength of said resilient supporting means coincident to controlling said resilient supporting means against normal variations of supporting strength as results from relative movement between said vehicle frame and said running gear, a frame member carried by the vehicle frame between the latter and the running gear and spaced from the resilient supporting means, said controlling means comprising an energy storing means pivotally mounted at one end in, on or to said frame member, whereby to permit swinging movements of a part of the energy storing means, and means for moving the energy storing means laterally.

21. The combination with a power propelled vehicle including a frame, a running gear therefor, and a resilient supporting means between the frame and the running gear, of means to adjustably control the strength of the resilient supporting means to maintain a predetermined degree of space between the frame and the running gear according to varying loads carried by the frame, said adjusting means including an energy storing device and separate cam mechanisms, each cam mechanism including a roller and a cam element having an irregular contour, the contour of each cam element differing from the contour of the other cam element, means interposed between the energy storing device and the cam mechanisms operable to shift the effective contact of the controlling force of the energy storing means from one cam contour to the other cam contour or to various locations intermediate to said effective contacts whereby the mechanism is adjustable according to varying loads carried by the frame and the normal space maintained between the frame and the running gear, and means for operatively connecting said controlling means with the propelling means of the vehicle for adjusting the controlling means.

22. The combination with a power driven vehicle including a frame, a running gear and a resilient supporting means between the frame and the running gear, of means for controlling the strength of the resilient supporting means, including an energy storing device having a power roller and spaced cam mechanisms, each cam mechanism including a roller and also a cam element having a contour of a different contour from the cam contour of the cam element of the other cam mechanism, an element between the power roller of the energy storing device and said cam rollers to vary the degree of 'force of engagement of the cam rollers with the respective cam contours, interchangeably, and means for effecting relatively movement of said power roller and said compensating element to vary the degree of pressure of the cam rollers on the contours of the respective cam elements.

23. The combination with a vehicle frame and a running gear including a resilient supporting means between the frame and the running gear, of an energy storing device carried by the vehicle, a cam mechanism carried by the vehicle, a member interposed between the energy storing device and the cam mechanism and having operative connection with the latter, a roller carried by the energy storing means and held by the latter against said member for movement over the latter and incident to the pressure exerted on said roller by the energy storing device against said member exerting pressure on the connections between said member and the cam mechanism to maintain the cam mechanism in operative condition, and means for operating the energy storing means to move said roller over said member.

GEORGE H. TABER. 

